Rotary steam engine



Oct. 30, 1928. 1,689,777

L. GEORGE ROTARY STEAM ENGINE Filed June 5, 1924 4 SheetsSheet 1 Oct. 30, 1928.

Filed June 5, 1924 4 Sheets-Sheet 0a. so, 1928. 1,689,777

L. GEORGE ROTARY STEAM ENGINE Filed June 5, 1924 4 Sheets-Sheet 3 Oct. 30, 1928.

' GEORGE ROTARY STEAM ENGiNE Filed June 5, 1924 4 Sheets-Sheet 4 0 7 33 1 v Q? g 1 i I W i R:

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g" 50 9 1 7 36 I I E s 49 a Z I0 4 43 gag 24 gwmhtox Patented Oct. 30, 1928.

UNITED STATES LOUIS GEORGE, OF NEW YORK, N. Y.

ROTARY STEAM ENGINE.

Application filed June 5,

lVhile my improved engine is primarily designed for use as a; marine engine, it will, of course, be understood that its use is unlimited as it is equally effective in all places where power is desired.

By my invention I am enabled to dispense with the high vacuum necessary for the successful working of the turbine and thereby eliminate air pumps and super-heaters. I am also enabled to eliminate the use of reducing gears.

My improved engine may be run at a low speed and reversed without loss of efficiency, and the sand blast effect of wet or nonuniform superheated steam does not affect my engine. r

A further object of' my invention is to produce a cheap, simple, but effective engine; and with these and other objects in view my invention consists of the parts and combination of parts as will be hereinafter more fully set forth.

In the drawings:

Figure 1 is a side elevation of an engine embodying my invention.

Figure 2 is an end elevation of the same.

Figure 3 is a vertical cross section through the engine.

Figure 4 1s a vertical central section taken at right angles to Figure 3, parts being 7 omitted at the bottom of the figure.

Figure 5is an enlarged detail view of the intake valve and associated parts "showing the alve fully open.

The engine, as shown in the drawing, is set for the rotor to travel in a clockwise direction. 7

The reference numeral 1 designates the engine column, or base, to which the cylindrical frame 20f my improved engine isbolted, or otherwise suitably and securely fastened. It will be understood that the engine column 1 will be suitablysecured to a bed plate whereby the whole device'is firmly anchored in position.

A shaft 3 is mounted in suitable bearings to which shaft the rotor 4 is secured by neans of a key 5. This rotor 4 is, of course,

of less diameter than the casing 2., as clear 1y shown in Figure 3. The periphery of the motor is concave as at 61 and theside plates. of the casing 2, beginning at a point adjacent the sides of the periphery of the rotor. are similarly concave as at 7 and continued from a predetermined point in a 1924. Serial No. 718,104.

It might be well to state at this pointthat there are four of these castings 10 secured to the periphery of the casing 2, hence, a description of but one of them and their associate parts. will be sufficient. v

Steam inlets, l4 and 14?. are formed in the casting 10, said inlets being controlled respectively by rotary valves 15 and 15, said valves having suitable steam ports therethrough as clearly shown in Figure 3. The steam port 14 and valve 15 are only broughtinto use when it is desired to reverse the engine. Exhaust ports 16 and 17 are also formed in the casting l0 and are controlled by the valves 18 and 19, which valves have suitable ports theret-hrough as clearly shown in Figure 3. It will be noted that the mouth of the inlet port 14, which I' have designated by the reference numeral 20. and the mouth of the steam inlet port 14 which I have designated as the numeral 21, are deflected in opposite directions, the deflection being in the direction of the movement of the rotor in clockwise movement and reverse movement. I

Secured to the rotor 4 arethree pistons 22, 23 and 24, which are provided with end plates 25, of any suitable material, and secured to the pistons by means of the bolts shown. At the inner and outer ends of the end plates 25 I form a recess 26 in which recess are positioned suitable piston rings 27 wiereby a steam tight joint is secured between the rotor and piston and between the casing 2. These pistons divide the cylindrical space 28 between the rotor and the easing into a series of piston cylinders, each substantially positioned on an angle of 45 thereby overcoming dead centers. In other words, the power in this engine, by reason of the angular disposition of the piston cylinders, is developed from one side of the center of gravity and the shaft and the steam can be exhausted above atmospheric pressure or below atmospheric pressure by exhausting into a vacuum, and in effect I combine in this engine the equivalent of twelve cylinders using substantially only the weight of one cylinder.

The piston 22 at its inner end is set into a recess 29 formed in the rotor and in the lug 30 which is integral with the rotor and is held therein by means of the screw bolt 31.

A lever 32 pivoted at 33 on an arm 34 extending from the casing 2 is connected to the abutment 9 by means of a link 35, the link 35 being slidably pivoted at one end of the lever 32 in the elongated bearing 32 and at its other end to the abutment 9, as clearly shown in Figure 4. To the outer end of the lever 32 I attach one end of a coil spring 36, the other end of the spring being connected to a pin 37 which in turn is connected to a cap 38, said cap being connected to a tension screw 39 whereby the tension of spring 36 may be regulated as desired.

Between the side members of the casing 2 and the periphery of the rotor 4 I secure a suitable packing 40 in order to maintain the steam within the circle of the cylinder space 28, therebyeliminating all pressure or steam at the center of the rotor, except a slight leakage which has a-benelicial effect as a lubricant. In thebracket 34 I mount a set screw 41' which functions as an abutment for the lever 32 thereby prescribing the downward movement of the lever 32 within the desired limit. This lever 32 is provided with a ball like contact point 42 which will be hereinafter referred to. r

43 is a cam disk mounted on the shaft 3 and keyed thereto by means of the key 44. This cam disk has three cams 45, 46 and 47, which are adapted in revolution to come into contact with the roller 46 'mounted on the lower end of the push rod 47, the upper end 48; of the push rod being in position to contact with the ball like contact of lever 32 whereby the lever may be pushed outward thereby, through the link '35, pulling the abutment 9 outward to permit the pistons of the roller to pass by them. As soon as the roller 46 leaves its cam the tension of spring 36 is exerted on the lever 32 thereby pushing the abutment 9 into the cylinder space 28 to the position indicated to the right in Figure 3. This push rod 47 is mounted in suitable guide sleeves 49 supported by the casing 2, and is also provided intermediate its ends with suitable adjusting means 50 whereby the length of the rod may be adjusted as desired.

On the other side of the casing I secure to the shaft three cams, one being designated by the reference numeral 52 and which will be referred to as a cutoff cam, the other being designated by the reference numeral 53 which will be referred to as the intake cam, the relative positions of these cams being best shown in Figures 1 and 2. A valve 2, while its other end is secured to theshorter arm of the valve link 54 whereby the roller 56 is maintained yieldingly in contact with the cam disk 53. 57 is a valve link knob adjustably screw threaded in the upper end of the valve link 54, as clearly shown in Figure 5.

The inlet valve 15 is provided with an arm 58 which is adapted to be moved to the left in Figure 1 (to open the: inlet port 1420) when the roller 56 comes in contact and rides up the cam surface 59 of the cam disk 53. This movement ofthe valve raises the arm 60, also attached to the valve plug, upward into engagement with the trip rod abuti'nent 61, as shown in Figure 5, the trip rod abutment 61 holding the arm in that position whereby the inlet steam port 1420 is maintained open. 62 is still another arm carried by the plug of valve 15 to one end of which is connected a coil tension spring 63, the other end of said spring being suitably anchored as at 64 .to the trip rod 65. It will be noted that the face of the trip rod abutment 61, which the arm 60 engages, is beveled. It will also be noted Figure 2. Encircling, and secured to the upper end of the trip rod 65, in any suitable manner, is a compression spring 68 which bonds to hold the lower end 69 of the rod or UK) in intimate engagement with the periphery of the cam disk 52 so. that when the cam face ical lever to the valve 15, which valve is timed to the cam disks 52.and 53 so as to open the valve at the proper timeand admit steam to the cylinder space 28, as soon as the abutment9 has been properly seated in place. After the piston 22 has travelled a predetermined distance the valve 15 is cut off by the elevation of the trip rod 65 engaging the cam disk 52, thus releasing the arm 60 and permitting the spring 63 to exert its force to close the valve 15. At the moment of exhaust through the valve 66 pressure is re lieved between the piston 22 and the piston cover 9 whereupon the piston cover, by

reason of the lifting action of the cam 43 and rod 47, (Figure 4) is elevated clear of the cylinder space 28 to permit the next succeeding piston to pass. This same action takes place on one piston four times in one revolution so that the three pistons go through this same action and give the effect equal to twelve cylinders in one revolution of the rotor. The abutment is operated by a cam 43 for forward movement and by the cam 48 for reverse movement. These cams are splined on shaft 3, as shown in Figure 4. In the reverse movement of the steam exhaust inlets and outlets used in the forward movement are closed and similar action takes place on the opposite side of the abutment.

Steam is kept within the cylinder space 28 so that the interior of the rotor is void of any steam pressure whatsoever except a slight leakage which has a beneficial effect as a lubricant.

Under the construction described power is developed by the steam or power applied from one side of the center of gravity, or the shaft, and in that respect similar to a turbine engine, and by directing the inflow of steam tangentially against the piston the effect is similar to the direction of flow of the fluid from the nozzles against the blades of a turbine with the like effect. Another result is that I obtain the effect of twelve cylinders due to the relative arrangement of the pistons, the inlet and exhaust ports and slidable abutments, the circumferential steam cylinder beingdivided by those elements into practically four cylinders whereas there is only the weight of one cylinder consisting'of the casing and rotor, the cylinders or divisions being disposed on an angle of a5? to the medial line passing through the axis of shaft 3 instead of being straight up and down, and thus is free from dead centers and in such particulars differsifrom a reciprocating engine.

The cams 43 and on the shaft 8, the long key t l permitting of this sliding movement whereby the reverse cam 48 may be moved into operative posi tion when it is desired to reverse the engine. The set screw ll by being properly adjusted to limit the downward movement of the lever 32 and the abutment 9 prevents the cylinder cover 9 from making such close contact with the periphery of the rotor that it will act as a brake on the rotor. It is important that the abutment be not permitted to act as a brake on the rotor. The wear on the abutment is taken up by the adjusting nuts 50.

Vhat I claim is: v

1. In a rotary steam motor, a rotor and a casing therefor, a steam cylinder extending entirely around the periphery of the rotor, a set of forward inlet and exhaust ports, and

a set of reverse inlet and exhaust ports 43 are slidably mounted grouped on the casing in a series of independent groups, a valve to each port, a cam on the'rotor shaft, a valve link for each induction valve to open the inlet ports and operated by said cam, a trip rod to close each inlet port, a cylinder abutment mounted between the forward and reverse inlet ports of each group and means to move said abut ment successively into and out of operative position in said cylinder in timed relation to the opening and closing of said induction port. I

2. In a rotary steam motor, a rotor and a casing therefor, a steam cylinder extending entirely around the periphery of the rotor, an inlet port valve, means tending to hold the valv'e normally closed, arms extending from the stem of said valve, a valve trip, a valve link, a cam on the rotor shaft to move the link into engagement with one of the valve arms to open the valve, and also move another of said arms into engagement with the valve stop to hold the valve open, a trip rod carrying said valve trip, a cam on the rotor shaft to operate said rod and remove said valve trip, and means to return the valve to closed position.

3. In a rotary steam motor, a rotor and a casing therefor, a steam cylinder extending entirely around the periphery of the rotor, an inlet port valve, means tending to hold the valve normally closed, arms extending from the stem of said valve, a valve trip, a

valve link, a cam on the rotor shaft to move the link into engagement with one of the valve arms to open the valve, and also move another of said arms into engagement with the valve trip to hold the valve open, a trip rod carrying said valve stop, a cam on the rotor shaft to operate said rod and remove said valve trip, and a cylinder abutment adapted to be moved into and out'of operative position within said cylinder. 7

4. In a rotary steam motor, a rotor and a casing therefor, a steam cylinder extending entirely around the periphery of the rotor, an inlet port valve, means tending to hold the valve normally closed, arms extending from the stem of said valve, a valve trip, a valve link, a cam on the rotor shaft to move the link into engagement with one of the valve'arms to open the valve, and also move another of said arms into engagement with the valve trip to hold the valve open, a trip rod carrying said valve stop, a cam on the rotor shaft to operate said rod and remove said valve trip, and'a cylinder abutment adapted to be moved into and out of operative position within said cylinder, the movement of the said abutment and said valve 7 being in timed relation.

In testimony whereof I afiix my signature.

LOUIS GEORGE. 

